Water vessel having double hull

ABSTRACT

A water vessel having a double hull, including a main bottom with side walls extending upwardly from the edges of the main bottom and provided with a plurality of longitudinally and laterally extending partitions on which an auxiliary bottom is attached to form a plurality of water retaining pockets opening to the sides of the vessel. One of the pockets formed between the main bottom and the auxiliary bottom of the vessel is so partitioned as to form a water pocket opening to the stern of the vessel.

United States Patent 1 Whitehead [54] WATER VESSEL HAVING DOUBLE HULL[76] Inventor: Stanley Whitehead, 629 West Bal ,timore, Detroit, Mich.48202 [22] Filed: Mar. 29, 1971 [21] Appl. No.: 128,914

[52] U.S.Cl. ..9/6,9/3, 114/125 [51] Int. Cl. ..B63b 3/00, B63b 5/00[58] Field of Search ..9/3, 6, l R" [56] References Cited UNITED STATESPATENTS 7/1954 Harkins 12/1926 Paterson et a1 ..9/3

[ 1 June 5, 1973 Primary Examiner-Milt0n Buchler Assistant ExaminerE. R.Kazenske Attorney-Hauke, Gifford & Patalidis [57] ABSTRACT A watervessel having a double hull, including a main bottom with side wallsextending upwardly from the edges of the main bottom and provided with aplurality of longitudinally and laterally extending partitions on whichan auxiliary bottom is attached to form a plurality of water retainingpockets opening to the sides of the vessel. One of the pockets formedbetween the main bottom and the auxiliary bottom of the vessel is sopartitioned as to form a water pocket opening to the stern of thevessel.

3 Claims, 6 Drawing Figures 1 WATER VESSEL HAVING DOUBLE HULL BACKGROUNDOF THE INVENTION .1. Field of the Invention The present inventionrelates to water vessels and, more particularly, to small boats, such asrowboats and boats to be powered by small engines.

2. Description of the Prior Art Small vessels, such as rowboats andboats to be powered by small outboard motors, are normally subjected toa tipping and rocking action due to waves caused by rough weather andfrom the waves generated by larger motor-powered boats, and in someinstances these small vessels may be upset by such tipping and rockingaction.

It has been suggested in the past to provide a means for stabilizingcomparatively small vessels in order to eliminate or substantiallyminimize the tipping and rocking of these water vessels. One techniquefor solving this problem of tipping and rocking of small vessels inrough weather and the like has been disclosed in US. Pat. No. 2,683,269.This patent discloses a means for stabilizing comparatively smallvessels by providing retaining pockets along each side in the bottom ofthe vessel to hold water and thereby act as a balancing agent. In thisway the tendency of the vessel to roll or tip is offset by the weight ofthe water within the pockets and thus the vessel has a tendency toremain upright.

To accomplish this result, the aforementioned patent disclosed a boathaving an auxiliary bottom which was connected to the main bottom of theboat by means of a plurality of partitions extending from a centrally,longitudinally disposed dividing wall on the keel; the partitions beingregularly spaced and angularly disposed with respect to the longitudinalaxis of the boat. Although the vessel of the patent functioned in anacceptable manner to limit the rocking or tipping in rough weather andthe like, the addition of an auxiliary bottom has resulted in a numberof disadvantages. One of the problems with the vessel described in theaforementioned patent is that when the vessel is being powered by anoutboard motor or the like, it has been found that the vessel will notplane, which action is quite important in order to minimize waterfriction and attain maximum speed. In addition, vessels constructed inaccordance with the teaching of the aforementioned patent have what isknown as an oil can" effect; that is, a snapping-in and out of the metalfrom which such vessels are constructed. This snapping action results inloud noises that are very annoying and distracting to the user of thevessel.

SUMMARY OF THE INVENTION The present invention, which will be describedsubsequently in greater detail, comprises a vessel having a doublebottom hull including an auxiliary bottom connected to a main bottom bya plurality of longitudinally and laterally disposed partitions whichform water retaining pockets along the bottom and on the opposite sidesof the vessel. The rear of the vessel is provided with a pocket whichcommunicates through an opening with the stern of the vessel.

It is therefore an object of the present invention to provide a new andimproved vessel having a double bottom hull which will prevent tippingand rocking of a boat when the same is subjected to waves and the like,and which has all the advantages of previously constructed vesselswithout any of the disadvantages.

Other objects, advantages, and applications of the present inventionwill become apparent to those skilled in the art of such vesselconstruction when the accompanying description of an example of the bestmode contemplated for practicing the invention is read in conjunctionwith the accompanying drawing.

BRIEF DESCRIPTION OF THE DRAWING FIG. 3 showing the vessel tilted towardthe starboard side;

FIG. 5 is a sectional view also similar to that illustrated in FIG. 3showing the vessel tilted toward the port side; and 1 FIG. 6 is alongitudinal cross-sectional view of the vessel taken on line 6-6 ofFIG. I, looking upwardly toward the underside of a main bottom of thevessel.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawing,and particularly to FIGS. 1, 2 and 6, wherein there is illustrated avessel 10 constructed in accordance with the principles of the presentinvention and comprising a double-bottom hull 11 having a conventionalor main bottom 12 with upwardly extending side walls 14 and 16. Theforward portions of the side walls 14 and I6 and the bottom 12 terminateat the bow 15 of the vessel in a conventional \l shaped configuration,while the rear or stern 17 of the vessel 10 is enclosed by a stern panel20. As can best be seen in FIGS. 1- 5, the hull 11 of the vessel 10further comprises a second or auxiliary bottom 22 extending from thestern panel 20 forwardly to the bow 15 and terminating Where theV-shaped portion of the bow 15 commences. The auxiliary bottom 22 isattached to the main bottom 12 by a plurality of partitions which dividethe space between the main and auxiliary bottoms into a plurality ofpockets, all of which will be described in greater detail hereinafter.

As can best be seen in FIGS. 3-6, a pair of partitions 24 and 26,attached to the bottom surface of the main bottom 12, are disposed alongthe longitudinal axis of the vessel 10. The forward and rear ends of thelongitudinally disposed partitions 24 and 26 are connected respectivelyto a transverse forward partition 28 and the stern panel 20. The outersides of the longitudinally disposed partitions 24 and 26 have laterallydisposed .partitions 34 and 36, respectively, extending therefrom to theouter edges of the main and auxiliary bottoms l2 and 22.

The laterally disposed partitions 34 and 36 are preferably disposedalong axes which are inclined with respect to the longitudinal axis ofthe vessel 10 and ex tend from their associated longitudinal partitionsin a rearwardly direction toward the edges of the bottoms. The laterallydisposed partitions 34 and 36, in conjunction with the upper lowerbottoms define a plurality of water retaining pockets 38 and 39 on theopposite sides of the partitions 24 and 26, the pockets 38 and 39 beingin communication with the water and normally filled with water for apurpose which will be described hereinafter.

That portion of the vessel 10 above the main bottom 12 and within theside walls l4, l6 and stem panel 20 provides a closed section ofconventional construction in which the pilot and/or passengers of thevessel 10 are normally seated and includes a closed forward section 40at the bow 15. The closed forward section 40 is also shown in FIG. 6illustrating the manner in which the transverse forward partition 28forms the rearward wall of the section 40. Seats 42, 44 and 46 aremounted to the sides of the vessel 10 and, in addition to providing aseating means for passengers, serve as bulkheads which reinforce thesides and bottom of the vessel 10, making the entire hull l1 tight andrigid.

Referring to FIG. 6, the main and auxiliary bottoms l2 and 22, inconjunction with the rearwardly most disposed partitions 34 and 36,define rear pockets 47 and 49 which communicate with the water throughopenings 48 (FIG. 2) defined by the rear edges of the bottom 12 and theauxiliary bottom 22 and the lower edge of the stem panel 20. The pockets47 and 49 are fluidly separated from the pockets 38 and 39.

As can best be seen in FIGS. 1 and 6, the main and auxiliary bottoms l2and 22 are further connected by a plurality of ribs 50 which extendparallel to and between each of the lateral partitions 34 and 36 fromthe outer edges of the bottoms inwardly a predetermined distance. Theribs 50, fixedly attached to the bottom surface of the main bottom 12and the upper surface of the auxiliary bottom 22, aid in substantiallyminimizing the oil-can effect hereinbefore described, in addition toserving to reinforce the entire hull 11 by providing additional strengthand rigidity. In the preferred embodiment, the ribs 50 and lateralpartitions are spaced approximately every six inches along the edge ofthe side walls 14 and 16. The ribs 50 extend inwardly from the bottomedges a distance of six inches along axes which generally parallel theaxes of the partitions 34 and 36.

In the preferred embodiment, the vessel 10 is constructed of a metal,such as aluminum, with the sides, stern panel, ribs and partitions beingsecured to each other by any suitable means, and preferably being of ariveted construction. The inner space of the stern panel may be providedwith a hard wood panel extending the full width thereof, forming atransom which provides additional strength for the mounting of anoutboard motor for propelling the vessel 10. The spacing between themain and auxiliary bottoms l2 and 22 is approximately one inch which,and as will be described hereinafter, should be sufficient to retain asufficient quantity of water to supply ballast to maintain the vessel lupright, while eliminating loud noises to a substantial extent.

The underside of the auxiliary bottom 22 is further provided with acentrally disposed, conventional keel 52 extending substantially thefull longitudinal length of the vessel 10.

By reason of the pockets 38 and 39 the vessel 10 is provided with theability to right itself after being swung to its inclined positions,such as indicated in FIGS. 4 and 5, by any external force, such as wind,waves and the like. When the vessel 10 is inclined or heeling, that is,it is leaning over toward starboard or port side, stability isespecially important due to the dangers of capsizing, in addition to theinconvenience of the passengers who might, due to the rocking or tip;ping, become seasick or the like.

FIG. 3 illustrates the vessel 10 in a normal position wherein the weightof the vessel 10 may be visualized as a downward force acting at itscenter of gravity, which would be at some point along the longitudinalcenterline of the vessel 10. The vessel 10 remains afloat due to acounterbalance or upward force acting at the center of buoyancy, whichis the center of gravity of the displaced volume of water, as is wellknown. Normally the centers of gravity of the displaced water and of thevessel are located in the same vertical plane as when the boat is in theunheeling position, as shown in FIG. 3. When the vessel heels over tostarboard as shown in FIG. 4, the center of buoyancy shifts to adifferent position, which would be at a point to the right of thelongitudinal centerline of the vessel 10 and the upward force actingthereon strives to rotate the vessel in a counter clockwise directionaround the center of gravity. At the same time, as the vessel 10 tiltsin the manner shown in FIG. 4, the water entrapped in the pockets 38 onthe left or port side of the vessel 10, provides a ballast which tendsto oppose the clockwise tipping or heeling of the vessel 10, therebyacting to maintain the vessel 10 in an upright position. When thevessel10 does heel, the weight of the water in the pockets 38 tends to bringthe vessel 10 to an upright position in a quick manner. In the samemanner, when the vessel 10 tips to the left or port side, that is whenthe vessel rotates in a counterclockwise direction as shown in FIG. 5,the water in the pockets 39 on the right or starboard side of the vessel10 tends to counteract the heeling of the vessel and to maintain it in ahorizontal position, or brings the vessel back to a horizontal positionin a quicker manner than heretofore possible. 7 A substantialimprovement is provided by the present invention over the double bottomboat described in the aforementioned patent, in that the presentembodiment provides the rear pockets 47 and 49 at the stern of thevessel 10, that is the space between the main and auxiliary bottoms 12and 22 and the rearwardly facing sides of the partitions 34 and 36,which rear pockets 47 and 49 communicate rearwardly with the waterthrough the openings 48 defined by the rear edge of the auxiliary bottom22 and the lower edge of the stern panel 20. As the vessel 10 is beingpropelled forwardly at a high speed by a suitable engine means, such asan outboard motor, water in the rear pockets 47 and 49 is drawnoutwardly; and it has been found from actual testing that the vessel 10will plane; that is it will rise partially out of the water while inmotion at a high speed in the same manner as a hydroplane does.

It can thus be seen that the present invention has provided a new andimproved vessel which has all the advantages of water vessels heretoforeavailable, while providing other features lacking in such heretoforedescribed water vessels.

Although only one embodiment of the present invention has beendescribed, it is to be understood that other modifications and changescan be made thereto without departing from the spirit of the inventionand the scope of the appended claims.

What is claimed is as follows:

1. A vessel comprising a closed section at the bow;

a main bottom with sidewalls extending therefrom;

a stern panel extending upwardly from said main bottom;

a longitudinally disposed partition carried by the lower surface of saidmain bottom;

a plurality of spaced laterally disposed partitions carried by said mainbottom and extending from the outer opposite side surfaces of saidlongitudinally disposed partition to the edge of said main bottom;

an auxiliary bottom spaced below said main bottom and attached to saidlongitudinally and laterally disposed partitions for providing pocketsbetween said laterally disposed partitions, said pockets opening at thesides of said vessel, said auxiliary bottom extending to said sternpanel and spaced therefrom defining rear pockets between said main andauxiliary bottoms; and

means enclosing the rear of said space at a position forwardly spacedfrom said stern panel for providing said rear pockets opening to thestern of said vessel, said rear pockets opening to said stern throughthe space between the lower edge of said stern panel and the rear end ofsaid auxiliary bottom.

2. The vessel defined in claim 1, further comprising a second pluralityof laterally disposed partitions successively spaced between said firstmentioned laterally disposed partitions and extending to the edge ofsaid main bottom, the inner ends of said second partitions being spacedfrom said longitudinally disposed partition.

3. The vessel defined in claim 1 wherein said first and second laterallydisposed partitions are disposed along parallel axes which are inclinedwith respect to the lon gitudinal axis of said vessel.

1. A vessel comprising a closed section at the bow; a main bottom withsidewalls extending therefrom; a stern panel extending upwardly fromsaid main bottom; a longitudinally disposed partition carried by thelower surface of said main bottom; a plurality of spaced laterallydisposed partitions carried by said main bottom and extending from theouter opposite side surfaces of said longitudinally disposed partitionto the edge of said main bottom; an auxiliary bottom spaced below saidmain bottom and attached to said longitudinally and laterally disposedpartitions for providing pockets between said laterally disposedpartitions, said pockets opening at the sides of said vessel, saidauxiliary bottom extending to said stern panel and spaced therefromdefining rear pockets between said main and auxiliary bottoms; and meansenclosing the rear of said space at a position forwardly spaced fromsaid stern panel for providing said rear pockets opening to the stern ofsaid vessel, said rear pockets opening to said stern through the spacebetween the lower edge of said stern panel and the rear end of saidauxiliary bottom.
 2. The vessel defined in claim 1, further comprising asecond plurality of laterally disposed partitions successively spacedbetween said first mentioned laterally disposed partitions and extendingto the edge of said main bottom, the inner ends of said secondpartitions being spaced from said longitudinally dIsposed partition. 3.The vessel defined in claim 1 wherein said first and second laterallydisposed partitions are disposed along parallel axes which are inclinedwith respect to the longitudinal axis of said vessel.